Engine.



Patented Nov. 26, mm; G. E. WHITNEY.

EN GIN E.

[Applicatiop filed. Feb. 7, 1901.)

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No. 687,670." Patented Nov. 26, l90l.

' a.- E. WHITNEY.

ENGINE.

0 (Application filed Fab. 7, 1901.)

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'No. 687,670. Patented Nov. 26,190l.

a. E. WHITNEY.

ENGINE.

(Application filed Feb. 7, 1901.) '(No modem 3 Sheets-Sheat 3.

TNE NORRIS PETERS 00.. Moroumo WASHING+ON n. c.

PATENT Prion,

GEORGE E. WHITNEY, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO WVHIT- NEYMOTOR WAGON COMPANY, OF KITTERY, MAINE,

OF MAINE.

A CORPORATION ENGINE.

SPECIFICATION forming part of Letters Patent No. 687,670, dated November26, 1901. Application filed February 7, 1901. Serial No. 46,290. (Nomodel.)

To all whom it nearly concern:

Be it known that I, GEORGE E. WHITNEY, a citizen of the United States,residing atBoston, in the county of Suffolk and State of Massachusetts,have invented an Improvement in Engines, of which the followingdescription, in connection with the accompanying drawings, is aspecification, like letters on the drawings representing like parts.

This invention has for its object to provide a novel and improved engineto be operated by steam or other fluid under pressure.

My invention is particularly adapted for use in connection withmotor-vehicles, and I r 5 shall therefore disclose said invention asapplied to such a vehicle, it being understood,

however, that my invention is applicable to any other purpose to whichit may be found adapted.

I will first disclose my invention in the best embodiment thereof nowknown to me, but

shows my engine carried by a motor-vehicle,

a part of the latter being brokenaway to disclose more fully the partsof theengine; and' Fig. 4, a detail of the distance member shown in Fig.3. a

In the embodiment of my invention shown in the drawings, A is part of agenerator of steam or other fluid under pressure, it being shown as partof a vertical tubular boiler, projecting from which, at the side, is alateral extension a, within which are arranged the engine-cylinders, theheads of which are shown to be I) b. This arrangement of boiler with alateral extension containing the cylinders is substantially as shown inmy United States Patent No. 601,218, dated March 22, 1898, to'whichreference may be had for a more detailed description of the constructionof the same, it being sufficient to say at this point that cylindersthus arranged are kept hot by the steam from the boiler, which entersthe surrounding extension or jacket, thus practically eliminatingcondensation and its attendant serious consequences. The cylinderscontain usual pistons, the piston-rods Z) of which are fitted at theirouter ends with usual cross heads 19 that slide upon the guides b Theseguides are shown as rigidly attached at their upper ends to thecylinderheads and at their lower ends to brackets a on the boiler A, sothat the boiler constitutes one form of frame or foundation support forthe cylinder end of the engine, including the guides, thus preservingthe reciprocating parts of the engine in perfect alinement, which isnecessary for the best results.

Located between the cylinders of the engine and preferably forming partsof the bottom cylinder-heads are the depending lugs c c, to which arejointed at c the upper ends of the movable or swinging frame-tubes 0provided at their lower ends with bearings 0 in which is journaled thecrank-shaft d. These frame-tubes constitute the movable portion of theengine frame. The crankshaft d, carried in this movable frame portion,is provided at its opposite ends with usual cranks 01, preferably set onthe quarter and joined by the connectingrods d to the cross-heads breferred to, whereby reciprocation of the pistons and piston-rods willact in usual manner to rotate the crankshaft. The crank-shaft, betweenthe tubular frame members 0 (see Fig. 1,) is provided with usualeccentrics e 6, connected by eccentricrods 6' with and to actuate thelinks e the link-blocks of which are connected with the valve-stems ethat operate usual valves in the steam-chest between the cylinders inthe boiler extension or jacket a referred to. This valve mechanism is ofthe usual type known as the Stevenson link-motion and need not befurther described.

The links may be shifted for reversing the engine by means of reach-rodsehjointed at their outer ends to the bell-crank e mounted upon thetu|nbler-shaft e carried in suitable brackets e on the frame-tubes 0 Thebellcrank e is connected at e with a reversing-rod 6 leading to asuitably-locked reversing-lever (not shown) accessible to the operatorof the carriage, movement of said reversing-rod acting to rock the saidbellcrank and move the links from right to left, Fig. 2, to reverse theengine.

Referring to Figs. 2 and at, the bearings at the lower ends of theframe-tube o are provided with rearwardly-extended arms f, to which arejointed at f the arms f of a suitable distance-rod f This distance-rodis connected at its opposite end, through its arms to some part, as f,attached to the center bearings of the axle g, which here constitutes adriven member, it being connected with the crank-shaft d of the engineby usual sprocket-Wheels h h, Fig. 3, and chain 71 This driven member oraxle g, shown as the rear or driving axle of a motor-vehicle, isprovided with usual driving-wheels g, there being the usualleading-wheels 9 with suitable supports, the whole constituting arunning-gear carrying upon springs, as 9 the vehicle-body g*, to whichthe boiler A is rigidly attached. WVhile the wheels g 9 may be providedwith usual cushions or yielding tires, I do not herein refer to such asany part of the yielding supports of the vehicle-body.

The distance-rod f is made adjustable at f in suitable manner, wherebyto vary its length, and thereby swing the crank-shaft and the lower endof the swinging frame portion 0 in one or the other direction aboutitspivots c to regulate the slack in the sprocketchain or for such otherpurpose as may be required.

The frame-tubes 0 (see Figs. 1 and 2) are provided with flat sidebearing-surfaces 0 that cooperate with guide-brackets c on the boiler tosteady the frame-tubes against lateral vibration, that would naturallyresult if the said frame-tubes were supported only at their upper ends,and of course the distancerod f prevents vibration in the direction ofthe length of the chain or in the plane of rotation of the crank-shaft.Oscillation of the engine about a vertical axis is further prevented bythe widespread forked ends of the distance-rod, which engage thebearings for the crank-shaft near the ends of the latter. The lengths ofthe frame-tubes c and of the connecting-rods are such that movement ofthe crank-shaft to the right or left, Fig. 2- 'i. e., fore and aft ofthe vehicle-through the distance required for any ordinary adjustment ofthe drive-chain will not throw the said crank-shaft out of alinementwith the axes of the cylinders sufficiently to cause any appreciabledifference in the operation of the engine, and as such movement in theengine shown takes place in an arc of a circle having a long radiusequal to the lengths of the frame-tubes c the curvature of the arc ofmovement would be so slight that there would be no appreciable movementof the crankshaft toward or from the cylinders that would act to varythe strokes of the pistons in the latter.

The valve mechanism, which is the most sensitive part of an engine andthe part most easily disarranged or thrown into error by any change ofposition or alinement, is in the present instance rendered practicallyunaffected by any adjustment of the crank-shaft by a suitablecompensating arrangement that I will now describe. The center of the tumbler-shaft e (see Fig. 2) is located so far to one side of the verticalpivotal line of the movable frame-tubes c that any horizontal orswinging movement of the frame-tubes will cause the tumbler-sh aft tohave a pronounced up-and-down movement as well; but the reversing-rod eholds the joint e stationary. Hence if the frame-tubes be swung to theleft, Fig. 2, into the extreme dotted position shown the tumbler-shaft ein addition to the slight movement to the left will also be lifted intothis dotted position and will thereby cause the bell-crank e to be swungin the direction of the arrow, about 6 as a fulcrum, causing the lowerend of the bell-crank to be moved to the right into its dotted position,and this movement of the lower end of the bell-crank to the rightexactly neutralizes the movement of the tumbler-shaft and frame-tubes tothe left, so that the reach-rod e receives no ap preciable horizontalmovement, leaving the links in substantially the same position as beforethe movement. If, 011 the other hand, the frame-tubes c be moved to theright, Fig.- 2, the tumbler-shaft not only will be moved slightly to theright, but will also be dropped and will thus swing the lower end of thebellcrank to the left, thereby neutralizing the two movements andleaving the links substantially unaffected, as before.

While the advantages of an engine constructed in accordance with myinvention above disclosed are many when applied for various purposes,yet the advantages are par ticularly obvious when considered inconnec'-- tion with motor-vehicles For example, my invention admits ofthe boiler being rigidly bolted or secured upon the spring-supportedbody of the vehicle instead of movably con-' nected therewith, (as in mysaid patent of March 22, 1898,) and, furthermore, it permits thecylinders, whether or not within a lateral extension of the boiler,- tobe rigidly attached relative to the boiler, thus avoiding all joints orslip constructions in the steam pipes or passages that lead to or fromthe engine and that are absolutely necessary in constructions where theboiler is rigid and the engine as a whole swingingly or otherwisemovable for the purpose of adjusting the drive chain or connections.Furthermore, by attaching the cylinders and guides so that they form onerigid structure with the boiler perfect alinement of the reciprocatingparts is insured, and the entire weight of the boiler and its containedwater and the carriage-bodyor other carrier when the latter and theboiler are rigidly secured together act like or as a foundation toprevent and take up any vibrations due to the rapid reciprocations ofthe parts of the engine. In

rod

. tion of its parts.

other Words, the weight rigidly secured to the cylinder end of theengine is such as to steady it completely against any perceptiblevibration, which is not true, nor can it be, of an engine not rigidlyattached to the boiler, for in such case the engine is not itself of.suificient weight to hold itself against the tendency to vibrate due tothe rapid reciproca- While, therefore, the parts of the engine that tendmost violently to vibrate an engine are thus carried by a rigidfoundation or frame, (herein the boiler A,) the rotating crank-shaft isfree to be adjusted at will to furnish the required tension or draftupon the-drive-chain, and obviously this adjustment can be made moreeasily, expeditiously, and with greater certainty where only thecrank-shaft end of the engine-frame is movable than could be possibleWhere the entire engine must be moved, which would be necessary were theengine-frame rigid throughout, with no part movable separately fromanother. Furthermore, when the vehicle is in motion the distance-meansor rod f, by maintaining a substantially-fixed op- When the guides areattached to the engineframe in accordance with the usual custom, thesaidframe must he ofsufficient lateral rigidity and strength towithstand the side thrusts of the pistons upon the guides due to theangularity of theconnecting-rods; but

in my engine, as shown in Fig. 2, the guides are mounted upon theboiler. Hence the frame is relieved of all'these side thrusts andwithstands only the longitudinal thrusts of the pistons, and as theselongitudinal thrusts are in the direction of the length of the frame Iam enabled to make the latter of light tubes 0 that possess greatlongitudinal strength and rigidity, but comparatively slight lateralrigidity, because the latter is not required. The lateral. thrusts ofthe cranks are received by the distance-rod f 3 principally in thedirectionof the length of the latter. Thus it is that, I havebeenenabled to make my engine several pounds lighter than an engine ofcorresponding power constructed as heretofore. My invention makes itpossible and practicable to have the crank-shaft adjustable and stillhave the cylinders inclosed within a steam-jacket or portion of theboiler, whereby the engine and its Vehicle may be started up at any timesuddenly and quickly without fear of blowing Q out the cylinder-heads,which is always to be guarded against in engines where the cylinders aredetached from the boiler or other heated space that acts to keep themalways hot. The exhaust from the engine is here shown as through thepipe m.

My invention is not limited to the particular embodiment selected forillustration and here shown and described, for my said invention may bevaried without departing from the spirit and scope of the same.

Having described my invention and without limiting myself to details,what I claim, and desire to secure by Letters Patent, is

1. An engine provided with a frame jointed intermediate the cylinder andthe crank-shaft to permit the latter to be moved'bodily independently ofthe former.

2. An engine having a jointed frame with means for transverselysupporting the movable portion thereof.

An engine provided with a frame having a movable portion carrying acrank-shaft, with means for adjusting the said movable portion to varythe position of said crank-shaft relatively to the immovable portion ofsaid frame.

4. An engine the cylinder of which is rigidly held by a suitable supportand a movable frame portion connected thereto and carrying thecrankshaft, with means for adjust ing the movable frame portion with itscrankshaft relatively to said cylinder. l

5. An engine the cylinder of which is rigidly held by a suitable supportand a movable frame portion connected thereto and carrying acrank-shaft, valve mechanism intermediate said crank-shaft and cylinder,and compensating means operating in connection with said valvemechanism.

6. An engine the cylinder and crank-shaft of which are movable bodily,one relative to the other, a valve mechanism intermediate saidcrank-shaft and cylinder, and compensating means for said valvemechanism.

7. An engine the cylinder and crank-shaft of which are movable bodily,one relative to the other, and a multipart frame-supportfor said engine,one part of said frame being movable with reference to the other partsthereof for adjusting one portion of the engine with reference toanother portion thereof.

8. An engine having a boiler-support for its cylinder end, a movableframe portion carrying a crank-shaft, and a support other than saidboiler for said movable frame portion.

9. An engine having a boiler-support for its cylinder end, a relativelymovable frame portion carrying a crank-shaft,'a driven shaft operativelyconnected with said crank-shaft, and a support from said driven shaftfor said movable frame portion.

10. An engine having a boiler to support its cylinder end, a guide orguides also carried by said boiler, a movable frame portion carrying acrank-shaft, a driven shaft operatively connected with said crank-shaft,and a support from said driven shaft for said movable frame portion.

11. An engine having a boiler-support for its cylinder, guide, andcross-head, and a movable frame portion carrying the crank-shaft.

12. Anenginehavingaboiler-supportforits cylinder end, a movable frameportion carrying a crank-shaft, and a support independent of said boilerfor said movable frame portion.

13. An engine having its cylinder carried by a pressuregenerator, thelatter in turn mounted in a vehicle, a movable frame portion connectedwith said cylinder and carrying a crank shaft, a driven member forpropelling said vehicle, and frame-supporting means between the saiddriven member and said movable frame portion.

14. An engine a part of which is immovably carried upon avehicle-supported boiler and another part of which receives support froma driving member of said vehicle.

15. An engine a part of which is immovably carried by a spring-supportedvehicle-body and another part of which receives support from a drivingmember of said vehicle.

16. An engine a part of which isimmovably carried upon aspring-supported member and another part receiving support from anonspring-supported member.

17. An engine a part of which is immovably carried upon aspring-supported vehicle memher and another part of which is movablerelative to said first-named part and receives support from anon-spring-supported vehicle member and movable frame connectionsbetween said engine parts.

18. An engine a part whereof is immovably carried upon aspring-supported vehicle member, and another part receiving support froma non-spring-supported vehicle member and movable supporting connectionsbetween said immovable and movable frame connected parts.

19. An engine the cylinder whereof is inolosed within a steam-chamberon, and rigidly connected with a boiler, and a crankshaft bodily movablerelative to said cylinder, with movable frame connections between saidcrank-shaft and cylinder.

20. An engine the cylinder whereof is inclosed within a steam-chamberon, and rigidly connected with, a boiler, and a crankshaft bodilymovable relative to said cylinder, with movable frame connectionsbetween said crank-shaft and cylinder and means to adjust saidbodily-movable crank shaft.

21. An engine having its cylinder end supported immovably by a boiler,said cylinder being arranged within the steam-space or an extensionthereof of said boiler, and a crankshaft bodily movable relative to saidcylinder, and means for adjusting said crank-shaft.

22. An engine the cylinder end of which is rigidly mounted upon aboiler, together with the cross-head and guide or guides, a relativelybodily-movable crank-shaft, longitudi- 23. That improvement in theconstruction of steam-engines which consists in mounting the cylinders,pistons and guides rigidly upon a boiler support and supporting thecrankshaft in one direction at least, from a relatively bodily movabledriven member.

24. An engine having its cylinder end rigidly carried by aboiler-support, a crankshaft mounted in a movable frame portionconnected with said cylinder, a driven member, and means between saiddriven member and crank-shaft constructed to maintain the same at apredetermined distance one from the other, said means also restrainingsaid crank-shaft against axial vibration.

25. An engine having its cylinder end rigidly carried by aboiler-support, a crankshaft and a bodily-movable frame portion carryingthe same, with supporting means engaging the crank-shaft end of saidmovable frame portion to restrain said crank-shaft against axialvibration.

26. An engine having its cylinder end-rigidly carried by aboiler-support, a bodily-movable crank-shaft, and a movable frameportion parrying the latter, a driven member and a distance-rodinterposed between said driven member and crank-shaft and having forkedends to furnish rigid support against axial vibration.

27. An engine having its cylinder end rig-. idly carried by aboiler-support, abodily-movable crank-shaft, a movable frame portioncarrying the same, means to adjust said movable frame portion and itscrank-shaft, and lateral guides for said movable frame portion.

28. An engine having its cylinder end rigidly carried byaboiler-support, a bodily-movable crank-shaft, a movable frame portioncarrying the same, means to adjust said movable frame portion and itscrank-shaft, and lateral guides on said boiler-support for said movableframe portion.

29. An engine having its cylinder end immovably supported and acrank-shaft bodily movable relative to said cylinder, a link-motionactuated by said crank-shaft, a tumblershaft, means connecting the samewith and to control the links of said valve-motion, and means wherebyadjustment of said crank shaft relative to said cylinder causes movementof said tumbler-shaft in a direction substantially perpendicular to theline of the means controlling said links, whereby to reduce the tendencyof movement of said tumbler-shaft to move said links.

30. An engine the cylinder end whereof is carried by a boiler-support, amovable frame portion, a crank-shaft carried thereby and bodily movabletherewith, a link-valve mechanism the tumbler-shaft for which is carriedby said movable frame portion, and revers- ICO ing means operating inconnection with said tumbler-shaft and opposing the tendency of thetumbler-shaft to move the said links on adjustment of said movable frameportion, whereby said valve mechanism is substantially unaffected byadjustment of said crankshaft.

31, An engine the cylinder whereof is rigidly attached to aboiler-support, a crankshaft, and movable frame-tubes connecting saidcylinder and crank-shaft and guides for the cylinder-pistons mountedupon the said boiler-support.

32. An engine the cylinder end of which is carried bya boiler-support, abodily-movable crank-shaft, frame-tubes carrying the latter and jointedto the said cylinder for its support, means to adjust said crank-shaftand frametubes,a valve mechanism and reversing mechanism thereformounted on said frametubes.

33. A motor-carriage provided with an engine having relatively fixed andmovable frame portions or supports, and operating connectionsconstructed to permit relative movement of said frame portions orsupports, substantially as and for the purpose described.

84. A motor-carriage provided with a springsupported body, a boilermounted thereon, an engine having its cylinder rigidly mounted upon saidboiler, a crank-shaft bodily movable relative to said cylinder andjointed connections between the same and said cylinder and between thesame and the driven member operating the vehicle, with.

' being freely movable'independently of said boiler and vehicle-body andconnected with, and supported by, the running-gear of said vehicle.

36. An engine the cylinder and crank-shaft of which are connected by atube or tubes, the guide or guides of said engine being supportedindependently of said tubes, and of said crank-shaft, the latter beingsupported by the member driven therefrom.

37. An engine the cylinder and crankshaft of which are connected by oneor more frametubes and other supporting meansindependent of saidframe-tubes and of the cylindersupport, for said crank-shaft.

38. An engine, its cylinder, a crank-shaft bodily movable relative tosaid cylinder, a

driven member, and means to maintain a predetermined distance betweensaid driven member and crank-shaft, while the distance between saiddriven member and cylinder is variable.

39. An engine, its cylinder, a crank-shaft bodily movable relative tosaid cylinder, a driven member and adjustable means to mainfor saidcylinder operable from said crankshaft in any position of the latterrelative to its said cylinder.

41. An engine having a cylinder, a crankshaft bodily movable relative tosaid cylinder, a driven member, power-transmitting means between saidcrank-shaft and said driven member and distance means between saiddriven member and crank-shaft and connected with both thelatter at eachside of said power-transmitting means. r

42. In a motor-vehicle, an engine, its cylinder, a spring-supportedcarrier therefor, a crank-shaft bodily movable relative to saidcylinder, a non-spring-supported driven member and means to maintainwhile the vehicle is in motion a predetermined distance between saiddriven member and crank-shaft.

43. In a motor-vehicle, a yieldingly-supported carrier, anengine-cylinder fixedly arranged thereon, the crankshaft of said enginealso carried by said carrier and movable bodily relative to saidcylinder, and a non yieldingly supported driven member connected with,and driven by, said crankshaft.

44. In a motor-vehicle, a yieldingly-supported carrier, anengine-cylinder fixedly arranged thereon, the crank-shaft of said enginealso carried by said carrier and movable bodily relative to saidcylinder, a non-yieldingly-supported driven member connected with, anddriven by, said crank-shaft, and distance means to maintain apredetermined operative distance between said driven member andcrank-shaft.

45. In a motor-vehicle, a yieldingly-supported carrier, anengine-cylinder fixedly ar ranged thereon, the crank-shaft of saidengine also carried by said carrier and movable bodily relative to saidcylinder, a non-yieldingly-supported driven member connected with, anddriven by, said crank-shaft, and adjustable distance means to maintain apredetermined operative distance between said driven member andcrank-shaft.

46. In a motor-vehicle, a yieldingly-supported body, an engine-cylinderfixedly carried by said body, the crank-shaft of said engine being alsocarried by said body and movable bodily thereon relative to saidcylinder.

47. In a motor-vehicle, running-gear, a body yieldingly sn pportedthereon, a generator fixedly carried by said body, an engine-cylinderrigidly fixed relative to said generator, and a crank-shaft bodilymovable relative to said cylinder and stayed from said running-gear.

48. In a motor-vehicle, a spring-supported IIO engine connected with anon-spring-supported vehicle driving member, the engine crankshafthaving also a movement determined by said driven member and other thanin the direction of said'spring-supported movement.

49. In a motor-vehicle, a spring-supported engine-connected with anon-spring-snpported driven member, the engine-cylinder having aspring-supported movement only, the engine crank shaft havingadditionally a movement transversely thereto.

50. A spring supported engine, a part whereof has a spring-supportedmovement only, another part whereof having an additional movement in adirection intersecting the spring-supported movement.

51. A spring-supported but otherwise fixedly-positioned enginecylinder,a crankshaft and a fixedly-positioned non-springsupported driven member,longitudinallyrigid distance means between said driven member andcrank-shaft, and means to permit said enginecylinder to havespring-supported movement while maintainingthe longitudinally-rigiddistance between the crankshaft and said driven member.

52. In a motorvehicle the combination with a steam-boiler provided witha lateral extension, of a plurality of cylinders arranged in saidextension, a crank-shaft bodily movable with reference to said boilerand cylinders, and movable frame connections between said cylindersandsaid crank-shaft.

53. The combination in a motor-vehicle of a boiler provided with alateral extension, a plurality of cylinders arranged in said extension,driving means connecting said cylinders with the propelling-wheels ofthe vehicle, and means to adjust said driving means for taking up weartherein, without moving said boiler or its cylinders.

54. The combination in a motor-vehicle of a boiler provided with alateral extension, a plurality of cylinders arranged in said boilerextension, driving connections between said cylinders and thepropelling-wheels of the vehicle, said driving means including adrivechain and means to adjust said driving connections to regulate theslack in said chain, without moving said boiler and its cylinders.

55. The combination in a motor-vehicle of a boiler, one or moreengine-cylinders rigidly positioned relative thereto, a movablecrankshaft for said engine cylinder or cylinders, and movable frameconnections between the latter and said crank-shaft, permitting saidcrank-shaft to be bodily moved relative to said cylinder or cylinders.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

GEORGE E. WHITNEY.

YVitnesses:

FREDERICK L. EMERY, EVERETT S. EMERY.

